Apparatus for directly operating railway switches and signals by means of a single lever.



No. 769,934. PATENTED SEPT. 13, 1904. G. BLEYNIE 6: T. DUGOUSSO. APPARATUS FOR DIRECTLY OPERATING RAILWAY SWITCHES AND SIGNALS BY MEANS OF A SINGLE LEVER.

APPLICATION FILED OUT. 26. 1903. N0 MODEL. 2 SHEETSSHEET l.

Witnesses:

PATENTED SEPT. 13, 1904. G. BLEYNIE &: T. DUCOUSSO. APPARATUS FOR DIRECTLY OPERATING RAILWAY SWITCHES AND SIGNALS BY MEANS OF A SINGLE LEVER.

T m m w m P E n H 0 5 5 9w Nb m T! m a 0 0 ak m m 7 H N o N u u mw P P A Witnesses:

Attorneys.

UNITED STaTas Patented September 13, 1904.

PATENT UTTTQTZ.

GUSTAVE BLEYNIE AND THFOPHILE DUCOUSSO, OF PARIS, FRANCE.

APPARATUS FOR DIRECTLY OPERATING RAILWAY SWITCHES AND SIGNALS BY MEANS ()FA SINGLE LEVER.

SPECIFICATION forming part of Letters Patent No. 769,934, dated September 13, 1904.

Application filed October 26,1908. Serial No. 178,632. (No model.)

To all whom, it party concern:

Beit known that we, GUs'rAvn BLEYNIE and Tnrtorrnnn DUooUsso, citizens of the Republie of France, and residents of Paris, France, have invented certain new and useful Apparatus for Directly Operating Railway Switches and Signals by Means of a Single Lever, (for which we have obtained in France a patent of addition No. 1,076, bearing date November 8, 1902, to the Patent No. 315, (24, bearing date November 8, 1901,) of which the following is a specification.

Our invention has for its object an improved apparatus for directly controlling and operating from a central post and by means of a single management organ directly manipulated at the said post the putting into position of all the switches and signals over a given route or itinerary and efi'eeting simultaneously the verification of the position and locking of such apparatus.

In our United States Patent No. 749,255 we have described an electric interlocking switch and signal system in which an organ, so-called itinerary lever, corresponds to a given itinerary and operates a controlling device or combinator in such a manner that the said. combinator connects in series the electric circuits verifying the position and the locking of the switches over the said given itinerary and, further, effects the suitable distribution of the energy to the motors of the switches and signals which are to be operated.

The present invention relates to improvements to the combinator specified in our United States Patent No. 7 49,255 in order to establish a purely mechanical arrangement of the said combinator in such a manner that the manipulations at the central post of a management organ corresponding to a given itinerary produces the following series of successive efl'ects: First, locking against movement of all the management organs which are concerned in any switch or signal in which the first-named management organ is concerned; second, Working of the proper motors in the proper direction for putting into proper position the switches over the itinerary and, Simultaneously, verification of this position;

I third, clearing of the signals over the itinerary; fourth, raising of the said signals to block the itinerary and, simultaneously, verification of this raising; fifth, working of the proper motors in the proper direction for restoring to normal position the switches which were reversed and, simultaneously, verification of this position; sixth, release from the management organs which were locked against movement during the aforesaid operations.

Referring to the accompanying drawings, Figure 1 is a diagrammatical view of an application of the apparatus to a station controlling the tracks 1 2 8 1, adapted to provide itineraries 1 1, 1 2, 1 3, 1 1. Fig. 2 is an elevation and partial section of the details peculiar to the operating and controlling of a track apparatus with the corresponding parts of the combinators of two different itineraries 1 2 and 1 3, the whole in normal position. Fig. 3 is a section on the line 4: 5c of Fig. 2. Fig. 1 is a section on the line 3/ z of Fig. 2. Fig. 5 is a view of the parts already indicated in Fig. 2, but here shown in a position corresponding to the transmission. Fig. 6 is a view of the parts already shown in Figs. 2 and 5, but here shown in a position corresponding to the end of the reversing movement of the management organ, the transmission and control being eflected in a reversed position.

Our improved combinator includes a series of vertical bars 30, connected, respectively, with a management organ 1 in such a manner that a bar 30 is displaced upward or down ward, according as the corresponding management organ 1 is reversed or raised. The management organ may be constituted by any suitable organ, such as lever, handle, fly, sliding button, &c. In the drawings we have shown a lever for the example. The bars 30 are combined with a series of horizontal shafts 55 56 5? 58, which correspond, respectively, to a given track apparatus. The said shafts carry means 15 46 4:7 18 for working the motors of the apparatus corresponding to each one and means for intercepting the current for verifying this working-#1 6., the proper position of the track apparatus considered.

The bars 30 are provided with a first series of stopcatches 34, arranged along the said bars and corresponding to grooved sleeves 32, keyed on certain of the precedent horizontal shafts, each of these latter-such as, for example, the shaft 56, Fig. 2is mounted free in brackets and is movable parallel to its axis in order to record the movements of the correspondingtrack apparatus. Further,each of the catches 34 is adapted to traverse the groove 33 of the corresponding sleeve, and thus to permit the movement of the management organ (lever 1) only if the track apparatus corresponding to the horizontal shaft of the said sleeve is quite in its normal position. The bars 30 are finally provided with a second series of catches 37 38, arranged two by two symmetrically at and perpendicularly on the said bars and adapted to act respectively upon operative levers 39 40, keyed two by two upon the shafts 56 57 58 in such a manner that the said shafts can receive a rotary movement on their axes. Further, the support of the said shafts carries a series of fixed stops 35 36, arranged symmetrically to the bars 30. This combination permits the rocking of the horizontal shaft corresponding to the catch 38, and consequently to put into its reversed position the track apparatus corresponding to the said horizontal shaft, while the catch 36 allows the movement of the management-lever to continue only if the said track apparatus is quite in its reversed position. Finally, it may be remarked that the symmetrical arrangement of the catches 37 and levers 39 produces analogous and inverse effects during the raising again of the management-lever 1.

Of course the bars 30 are provided with the necessary catches for verifying the normal position and bringing into the reversed position with simultaneous verification of this position of all the track apparatus and signals over the itinerary corresponding to the lever which operates the bar in question. For example, in the case shown in the drawings, the bar 30 of the combinator corresponding to the itinerary l 1, over which the switches 6 and 7 are in normal position, carries two catches 34 for verifying the said position. The bar 30 of the combinator corresponding to the itinerary 1 2, over which the switch 6 is in the reversed position, carries, in order to operate the shaft 56, the aforesaid combination of catches 35 36 37 38 and levers 39 40. The bar 30of the combinator corresponding to the itinerary 1 3, over which the switches 6 and 7 are in reversed position and the switch 8 in normal position, carries, in order to operate the shafts 56 and 57, two of the aforesaid combinations of catches 35 36, 37 38 and levers 39 40 and, further, a catch 34 for verifying the normal position of the switch 8. The bar 30 of the combinator corresponding to the itinerary 1 4, over which the switches 6, 7, and 8 are in reversed position, carries, in order to operate the shafts 56 57 58, the threefold combination of catches 35 36 37 38 and levers 39 40. Further, all the bars 30 carry a catch 34 for verifying the position of the signal 5 when this latter is raised to block the itineraries and a catch 48 and a lever 40 for operating the shaft 55. In this latter case the raised position of the signal (clearing of the itinerary) being not controlled the support of the shaft 55 carries no catch 36.

We shall now describe as an example, in an electric form, the parts which, in the signal-cabin, effect the operation and control of the track mechanism correspondingto the shaft 56. It is easily evident, however, that if instead of electricity any suitable fluid under pressure be employed as motive fluid, parts suitable to the method of transmission would be employed, such parts producing effects similar to those which we will: now describe. The shaft 56 is terminated at one end by two magnetic-metal cylinders 41 42, the cylinder 41 being connected with the shaft 56 by a non-magnetic sleeve if said shaft be itself magnetic. These cylinders may be attracted, respectively, by two tubular electromagnets 51 and 52, according as one or other of the electromagnets is excited. A rod 43, surrounded by a spring 44, interposed between two free Washers 54, connects the two cylinders, whichmay thus assume a mean position, Fig. 5, under the action of the spring 44 when the electromagnets 51 and 52 are not excited. The opposite end of the shaft 56 has two stops 9 and 10, which by encountering the bracket 50 limit in both directions the longitudinal displacement of said shaft. The shaft 56 has a control commutator constituted by a cylinder 11, provided with a shoulder or stop 12 of suitable form, acting in conjunction with three springs 13 14 15. The cylinder 11 is keyed on the shaft 56 and turns with it, but is held in a frame 16 in such a way as not to share in the displacement movement of the shaft 56. The contact 12 thus operates the communication of the spring 14 with one or other of the electromagnets 51 52. e The shaft 56 also has a distributing or governing commutator constituted by a cylinder 17, sharing completely in all the movements of said shaft. The cylinder 17 is provided with two series of four keys suitably arranged for producing in conjunction with four springs 18 19 20 21 the transmission of the current to the motor 22 in one direction or the other or even the breaking of the circuit.

The control-circuits are constituted as follows: Each track mechanism is connected mechanically with two interrupters in series 24 25, 27 28, connected with the same returnwire 29 The relative arrangement of the commutators l1 and 17 is such that if the corresponding track mechanism be in a normal position it is the electromagnet 57 which is excited, and in the contrary case it is the electromagnet 51. The induction-circuit of these electromagnets are then respectively closed by the wire 26, the interrupter 27 28, and the wire 29 and by a wire 23, the interrupter 2 1 25, and the wire 29 It is therefore the wires 26 and 29 which constitute the circuit for controlling the normal position and the wires 23 and 29 that of the reversed position of the track mechanism.

Each of the shaftssuch as 56, Fig. 2-is subjected to the action of as many combinerbars 30 as there are itineraries passing through the mechanism of the corresponding track. Fig. 2 indicates two bars 30 of two combiners corresponding, respectively, to the itineraries 1 2 and 1 3, which pass through the switch 6 corresponding to the shaft 56. In the central station this shaft is also subject to two other combiners corresponding to the itineraries 1 1 and 1 1, but the action of which is identical with that of the combiner corresponding to the itinerary 1 3, the switch 6 being in normal position over the itineraries 1 1, 1 3, 1 4. In the itinerary 1 3 the switch 6 is in a normal position, and the bar 30 of the corresponding combiner then has a catch 34 for controlling this normal position of the switch. The shaft 56 carries a sleeve 32, provided with a groove 33, enabling the catch 3 1 to pass if the position of the shaft 56, and consequently that of the switch 6, is suitable. Under these conditions of arrangement the working of the system is effected in the following manner: Supposing, first, that the itinerary 1 3 be formed, in which the switch 6 figures in its normal position. The pointsman is about to operate the lever of the itinerary 1 3 in order to reverse it, and the bar 30 of the combiner will then operate the control of the normal position of the switch 6. In fact, we have hereinbefore shown that if this condition is fulfilled the electromagnet 52 is excited and the shaft 56 placed as shown in Fig. 2. Under these conditions the catch 34: will be just in front of the groove 33 of the sleeve 32, and the rod 30 will pass through. If the shaft 56, on the contrary, does not occupy exactly the angular and longitudinal position corresponding to the normal position of the switch and to the position agreeing with it of the operating-commutator 17, Fig. 2, the catch 34 can no longer pass and the pointsman cannot reverse the lever of the itinerary 1 3. Now supposing that the itinerary 1 2 is formed, in which the switch 6 figures in a reversed position, the pointsman will reverse the lever of the itinerary 1 2 and the first part of this action will have for its effect to first produce the necessary engagements by means of the bar 31; second, raise the lever 10 of the shaft 56 by the catch 38 of the bar of the combiner 30, which will cause the shaft 56 and the commutators 11 and 17, Fig. 5, to turn.

It may here be pointed out that the catch 37, which passes in front of the shaft 56 before the catch 38, does not modify the position of said shaft, because the lever 39 being on the left of the catch 37 the latter is able to pass without impediment. In this position the bar of the combiner is arrested in its rising movement owing to a stop 36, under which the lever 40 engages. The commutator has, however, interrupted the excitement of the electromagnet 52 and established communication between the electromagnet 51 and the strip 1 1 (-1-). At'the same time the commutator 17 has closed the circuit of 19 (-1-) to 20 through the motor 22 in a direction suitable for reversing the switch. The result of these operations is that, first, the shaft 56, the cylinder 42 of which is no longer attracted by the electromagnet 52, is displaced to the rightundcr the action of the spring 414 and now occupies the middle position, (shown in Fig. 5;) second, the track mechanism assumes its reversed position, the keys of the cylinders 17 being arranged so as not to change the connections during this first longitudinal displacement of the shaft 56. The dimensions and respective positions of the catches 37 38, stops 35 36, and levers 39 and 10 are also calculated in such a way that in this movement the catch 38 remains held by the stop 36 and the lever 10.

As soon as the track mechanism has assumed its reversed position the circuit-lneakers 24c 25 are closed and the control-circuit for the reversed position of the switch 6 excites the electromagnet 51, Fig. 6. The latter draws to the right the shaft 56, the displacement of which is limited by a stop 10, which comes against the bracket 50, Fig. 6. The result is that, first, the lever 10 is displaced to the right of the catch 38, allowing the latter to pass and the pointsman to continue the reversing of the itinerary lever; second, the commutator 17 breaks the circuit of the motor 22. If we now start from the position indicated in Fig. 6, in order to pass from the reversed position to the normal position the symmetrical arrangement of the stops 36, catches 37 38, and levers 39 40 produces effects analogous to but the reverse of the preceding ones. It may also be pointed out that in the revers ing movement of the itinerary lever it is only after having passed the position of Fig. 5that is to say, after the control of the position of the track mechanism s that the bar 30 produces the movement of the shaft of the signal 5, Fig. 1, by means analogous to the foregoing. inversely, in the raising of the itinerary lever the closing of the signal and its control necessarily precede the action of the catches 37 on the levers 39 of the rods of the switches. Finally, with this form of combiner the rotation of the shafts 55, 56, 57, and 58 may be operated by hand by means of a handle 4E9, keyed on one of their extremities. This enables each of the mechanisms corresponding to these bars to be operated separately and to form an accidental itinerary not governed by a lever of the table.

Having th us described the peculiar working of the catches of the bars 30 combined with the levers keyed upon one of the horizontal shafts, such as 56, and with the fixed stops fixed on the support of this latter, We will describe the whole effect produced by the manipulation of any management-lever, such as the lever corresponding to the itinerary 1 4, for example. The manipulation of the said lever at the central post produces the following series of eifects:

First. During the reversing movement of the said lever the first effect is to sink the vertical bar 31, and hereby to lock against movement all the other levers which are concerned in any switches or signals in which the lever 1 4 is concerned.

Second. The reversing movement of the lever 1 4 operates the raising of the vertical bar 30, and hereby the simultaneous reversing of the shafts 57 and 58 and, as aforesaid, the putting into reversed position of the switches 7 and 8. The prosecution of the reversing movement of the lever 1 4 is possible only under the two following conditions: (a) The switches 7 and 8 are quite in their reversed position, the shafts 57 and 58 being thus in reversed position and permitting the two upper catches 38 of the bar 30 to pass by levers 40 of the shafts 57 and 58, as aforesaid. (b) The switch 6 is quite in its normal position, the shaft 56 being then in normal position and permitting the catch 34 of the bar 30 to pass out the sleeve 33 of the shaft 56. At the same time the under catch 34of the bar 30 passes out the sleeve 33 of the shaft 55, the signal 5 being then in its normal position, (blocking the itinerary.)

Third. The end of the reversing movement of the lever 1 4 operates, by means of the catch 38, the reversing movement of the shaft 55, and hereby the clearing of the signal over the itinerary.

Fourth. WVhen the train is passed out the latter switch 8, the pointsman sets the shaft 55 again up to its normal position, and the signal 5 is raised again to block the itinerary. During the raising again of the lever 1 4 the first effect is the verification of this blocking, the groove 33 of the sleeve 32 permitting the under catch 34 to pass out only if .the shaft 55 is in its normal position.

Fifth. The raising again of the lever 1 4 0perates then the simultaneous raising again of the shafts 57 and 58, and hereby the reputting into position of the switches 7 and 8.

tions, and accessory parts may be varied and such materials may be employed in their construction as may be considered suitable in order to adapt them to various known methods of transmission,such as electricity or fluids under pressure.

We declare that what we claim is 1. In an interlocking switch and signal system adapted to operate, from a central post, all the switches and signals governing a determinated itinerary and to clear the signal over the said itinerary, an improved apparatus embody.- ing a single management organ, directly manipulated at the central post; electrical commutators, directly operated by the said management organ, and working the suitable distribution of the energy to the motors operating the setting into proper position of the switches to be operated; mechanical locking devices, depending on electrical control-cir cuits uniting each switch with the central post, and operating the said locking device according to the position of the switch; electrical commutator moved at the end of the reversing motion of the management organ, the said commutator working the distribution of the energy to the motor of the signal over the itinerary; a mechanical locking device per mitting the restoring movement of the management organ at the post only when the signal is raised to block the itinerary; the combination of the means above specified permitting further, during the restoring movement of the management organ, to reset into normal position the switches operated during the reversing movement of the said organ, and the verification of the said resetting, substantially as described.

2. In an interlocking switch and signal system adapted to operate, from a central post, all

the switches and signals governing a determinated itinerary and to clear the signal over the said itinerary; an improved apparatus embodying a management-lever 1 directly manipulated at the central post; vertical bar 30 con nected with the said lever in such a manner that the bar is displaced upward or downwardaccording as the lever 1 is reversed or raised; catches 37 38, arranged two by two symmetrically and perpendicularly on the said bar 30 horizontal shafts 55, 56, 57, 58; electrical commutators l7 fixed on the said shafts for working the distribution of the energy to the motors of the track apparatus and signals to be operated; levers 39 40, keyed on the said shafts in order to coact with the catches 37 38 of the bar 30 for the purpose of rocking the shafts in a given direction according to the reversing or restoring movement of the lever 1 means trical circuit uniting each switch with the cenin the proper position, the control-circuits having in this case suitably displaced the horizontal shafts, substantially as described.

3. In an interlocking switch and signal system adapted to operate, from a central post, all the switches and signals governing a d eterminated itinerary and to clear the signal over the said itinerary; an improved apparatus embodying a management-lever 1, directly manipulated at the central post; a bar connected with said lever in such a manner that this bar is displaced upward or downward according as the lever 1 is reversed or raised; catches 3a arranged along this bar, and corresponding to grooved sleeve 32 keyed on the shafts such as 55, 56, 5'7, 58 each shaft corresponding to a determinate track apparatus; means to make the said shafts depending on electrical circuit uniting each track apparatus with the central post, in order to displace the shafts longitudinally on their support according to the position of the track apparatus corresponding to each of the said shafts; grooves 33 provided in the sleeves 32 in order to permit the passage of the catches 34 only if the track apparatus corresponding to the shaft bearing the sleeve is quite in its normal position, substantially as described.

4. In an interlockingswiteh and signal system adapted to be operated,from a central post, all the switches and signals governing a determinated itinerary and to clear the signal over the said itinerary; an improved apparatus embodying a management-lever 1, directly manipulated at the central post vertical bar 30 connected with the said lever in such a manner that the bar is displaced upward or downward according as the lever 1 is reversed or raised; as many catches 37 38 arranged along the bar 30 as track apparatus are to be operated to constitute the itinerary corresponding to the said bar 30 as many catches 34 arranged. along the said bar as track apparatus are to conserve their normal position over the considered itinerary; as many shafts 55, 56,57, 58 as there are switches and signals in the said itinerary, levers 39 40 keyed on the said shafts and catches 35 36 fixed upon the supports of the said shafts, in order to coact respectively with the catches of the bar 30 and with the levers of the shafts; means to make the said shafts depending on electrical circuit uniting each track apparatus with the central post; grooved sleeve 32 keyed on the said shafts in order to coact with the catches 34: of the bars 30, substantially as described.

5. In an interlocking switch and signal system adapted to operate, from a central post, the switches and signals governing a determinated itinerary and to clear the signal over the said itinerarpp an improved apparatus ear hodying a management-lever 1, directly manipulated at the central post; vertical bar 30 connected with the said lever in such armanner that the bar is displaced upward or downward according as the lever 1 is reversed or raised; as many catches 37 38 arranged along the bar 30 as track apparatus are to be operated to constitute the itinerary corresponding to the bar 30; as many catches 34 arranged along the bar 30 as track apparatus are to conserve their normal position over the considered itinerary; as many horizontal shafts 55, 56, 57, 58 as switches and signals in the said itinerary; levers 39 10 keyed on the said shafts to coact with the catches 37 38 of the bar 30; fixed stops 35 36 fixed upon the supports of the said shafts to coact with the levers 39 10 of the same; electrical commutators 17 fixed on the horizontal shafts for working the distribution of energy to the motors of the switches and signals to be operated; electrical commutators 12 turning with the shafts and combined respectively with a commutator 2 1 25, 27 28 directly operated by the switch or signal corresponding to the shaft by which the commutator 12 is turned, in order to excite the two electromagnets 52 51 one after another; resilient connection between the plungers 4C2 41 of the electromagnets and the corresponding horizontal shafts; grooved sleeve 32 keyed on the said shafts in order to coact with the catches 3 1 of the bar 30; substantially as described.

6. In an interlocking switch and signal system adapted to operate, from a central post, all the switches and signals governing a de terminated itinerary and to clear the signal over the same itinerary; an improved apparatus embodying as many management-levers 1 directly manipulated at the central post, as there are itineraries controlled by the said post; vertical bars 30 respectively connected with a determinated lever 1 and directly displaced upward or downward by it; vertical bars 31 connected with the levers 1 and with a locking device in order to lock against movement all the levers which are concerned in any switch or signal in which the first-named lever is itself concerned; as many horizontal shafts 55, 56, 57, 58 as there are track apparatus and signals controlled from the post; electrical commutators 17 keyed on the said shafts in order to work distribution of energy to the motors of the said track apparatus and signals; catches 37 38 on the bars 30 and levers 39 10 on the said shafts coacting to operate the rotation of these latter in a suitable direction; electromagnets 51 52 combined with commutator 12 turned by the shaft and with commutators 2 1, 25, 27 28 directly operated by the track apparatus corresponding to the said shaft, in order to displace this latter parallel to its axis according to the position of the corresponding track apparatus; fixed stops 35 36 fixed on the support of the horizonitinerary is raised to block the said itinerary, tal shafts and catches 34 fixed on the bar 30 substantially as described.

to coact respectively With the levers 35 36 and In Witness whereof We have hereunto set our grooved sleeve 32 keyed on the shafts, in orhands in the presence of two Witnesses. 5 der-to permit the prosecution oi the mampu- GUSTAVE BLEYNIE.

lation of the lever 1 only if the Whole of the track apparatus and signals over the itinerary corresponding to the said lever is in a proper Witnesses: position, and the restoring movement of the AUGUSTUS E. INGRAM,

IO said lever only if the signal governing the J ULES FAYoLLET.

THEOPHILE DUcoUsso. 

